Closed loop control of control surfaces is described herein. One disclosed example method includes measuring a flight metric of an aircraft during flight and calculating, using a processor, a deflection of a control surface of the aircraft based on the flight metric. The disclosed example method also includes adjusting the deflection to an effective deflection level based on the calculated deflection to reduce a drag coefficient of the aircraft.

An aircraft including a flap support assembly for a flap support. An aircraft includes a fuselage comprising a pressure deck, where at least a portion the pressure deck is substantially horizontal. The aircraft further includes a wing extending from the fuselage, where the wing includes a leading edge and a trailing edge. The wing additionally includes a flap assembly on the trailing edge of the wing, where the flap assembly is configured to move between an extended position and a retracted position. The aircraft further includes a flap support coupled to the flap assembly comprising a plurality of load-bearing connection points, where at least one of the load-bearing connection points is coupled to the pressure deck.

Aircraft wing droop leading edge apparatus and methods are described. An example aircraft includes a wing having a front spar and an outer skin covering the front spar. The outer skin includes a forward portion located forward of the front spar. The forward portion of the outer skin includes a leading edge movable between a neutral position and a drooped position deflected downward relative to the neutral position. The forward portion of the outer skin has a continuous outer mold line when the leading edge is in the drooped position.

An ejector system for propelling a vehicle. The system includes a diffusing structure and a duct coupled to the diffusing structure. The duct includes a wall having openings formed therethrough and configured to introduce to the diffusing structure a primary fluid produced by the vehicle. An airfoil is positioned within the flow of the primary fluid through the openings to the diffusing structure.

A shape memory structure includes a plurality of bases directly attached to a composite structure and arranged along a first line at a first edge of the composite structure. A plurality of buckle-shaped shape memory structures are attached to corresponding ones of the plurality of bases, such that first ends of the plurality of buckle-shaped shape memory structures are raised relative to the composite structure. Second ends of the plurality of buckle-shaped shape memory structures are directly attached to the composite structure along a second line at a second edge of the composite structure, the second edge being opposite the first edge. When activated, the shape memory structure changes from a buckled shape to an original shape to cause the composite structure to assume a deployed shape; when deactivated, the shape memory structure to resumes a buckled shape and the composite structure an undeployed shape.

The present disclosure relates to a sealing device and an associated flight control surface mechanism and an associated aircraft. According to an aspect of the present disclosure, a sealing device (100, 100′) for a flight control surface mechanism (10) of an aircraft (1) is provided, the flight control surface mechanism includes a fixed part (20) and a movable wing surface (40), the movable wing surface is attached to the fixed part in a manner of being movable relative to the fixed part. The sealing device includes a fixed seal (120) attached to the fixed part and a movable seal (140, 140′) attached to the movable wing surface so as to move with the movement of the movable wing surface, the movable seal and the fixed seal cooperate with each other in order to provide an aerodynamic sealing for the flight control surface mechanism.

Disclosed embodiments include a structurally integrated thermal management system that uses the structure of an aerospace vehicle as part of the heat dissipation system. In this system, structural elements of the aerospace vehicle function as a thermal bus, and are thermally connected with heat-generating electrical components, so that heat from those components is directed away from the component by the structure of the vehicle itself, into lower temperature surfaces of the vehicle.

A self-latching piezocomposite actuator includes a plurality of shape memory ceramic fibers. The actuator can be latched by applying an electrical field to the shape memory ceramic fibers. The actuator remains in a latched state/shape after the electrical field is no longer present. A reverse polarity electric field may be applied to reset the actuator to its unlatched state/shape. Applied electric fields may be utilized to provide a plurality of latch states between the latched and unlatched states of the actuator. The self-latching piezocomposite actuator can be used for active/adaptive airfoils having variable camber, trim tabs, active/deformable engine inlets, adaptive or adjustable vortex generators, active optical components such as mirrors that change shapes, and other morphing structures.

A movable surface of an aircraft has a front spar extending along a spanwise direction between opposing movable surface ends. The movable surface also includes a plurality of ribs defining a plurality of bays between adjacent pairs of the ribs. Each rib extends between the front spar and a trailing edge portion of the movable surface. The movable surface further includes an upper and a lower skin panels coupled to the ribs and the front spar. In addition, the bull surface includes a plurality of bead stiffeners coupled to an inner surface of at least one of the upper skin panel and the lower skin panel. The bead stiffeners within the bays are spaced apart from each other and are oriented non-parallel to the front spar and have a bead stiffener cap having opposing cap ends respectively locate proximate the front spar and the trailing edge portion.

A blade speed control apparatus and method. The apparatus includes a rotor assembly a first blade assembly movably attached to the rotor assembly at a first initial position, a second blade assembly movably attached to the rotor assembly at a second initial position, and a movement mechanism configured to move the rotor assembly in a first lateral direction along a y-axis such that a first angle exists between the first blade assembly with said respect to the second blade assembly. The movement mechanism is configured to move a portion of the rotor assembly in a first lateral direction along a y-axis such that a first angle exists between the first blade assembly with said respect to the second blade assembly. The first angle does not comprise an angle of 180 degrees.